Roderick nicholson montgomery



(No Model.) 2 Sheets-Sheet l.

R. N. MONTGOMERY.

MEANS FOR. CLOSING AND LOOKING OR UNLOCKING RAILWAY CARRIAGE DOORS.

Patented Oct. 7, 1890.

n4: korlrui PETERS ca. wmo-uwm, WASKINQTOH. n. c.

(No Model.) 2 Sheets-Sheet 2.

R. N. MONTGOMERY. MEANS FOR CLOSING AND LOOKING OR UNLOOKING RAILWAYCARRIAGE DOORS.

No. 437,708. Patented Oct. 7, 1890.

- UNITED STATES PATENT OFFICE.

RODERICK NICHOLSON MONTGOMERY, OF MELBOURNE, VICTORIA.

MEANS FOR CLOSING AND LOCKING OR UNLOCKING RAILWAY-CARRIAGE DOORS.

SPECIFICATION forming part of Letters Patent No. 437,708, dated October'7, 1890.

Application filed March 13, 1889.

T0 at whom it may concern.-

Be it known that I, RODERICK NICHOLSON MONTGOMERY, produce merchant, asubject of the Queen of Great Britain, residing at 1 SalisburyBuildings, Bourke Street West, Melbourne,in the British colony ofVictoria, have invented new and useful Improvements in and relating toMeans for Closing and Locking or Unlocking Railway-Carriage Doors, ofwhich the following is a specification.

This invention of improvements in and relating to means for closing andlooking or unlocking railway-carriage doors has been devised for thepurpose of placing all the doors of a train under the control of aduly-authorized official, such as the guard, who can, by operating asuitable hand-wheel or lever in his van or compartment, either close andlock or else unlock all the doors of the train, so that it is impossiblefor the passengers to reopen them without the consent and co-operationof the guard.

The essential feature of this invention is the employment of a maincord, rod, or chain, or a combination of cords, rods, and chains runninglengthwise from end to end of the train, and having other shorter branchcords or chains connecting it to each door, while at either or both endsis providedsay, for instance, in the guards vana hand-wheel or leverwhereby said cords or chains may be operated so as to either close andlock or else unlock all the doors of the train, as already stated. Ifrequired, I sometimes provide a series of electric bells, one in eachcompartment. These bells I arrange to be rung either automatically orotherwise whenever the doors are about to be closed, thus giving thepassengers timely warning of the guards intention.

Referring to the accompanying drawings, Figure 1 is a side elevation ofa portion of a railway-train fitted with my invention. Fig. 2 is avertical transverse section on line a: as, Fig. 1, illustrating themechanism in the guards van for operating the cords for closing thedoors. Fig. 3 is a vertical transverse section through the upper portionof one of the doors, illustrating the connection between said doors andthe cord whereby they are closed. Fig. 4. is a section on line y y, Fig.1, the car-body, the connecting-links, and actuat- Serial No. 303,150.(No model.)

ing cord or chain being shown as broken, illustrating the constructionof what I term a governor that is, a device employed between thecarriages to take up the slack that would otherwise be formed in theoperatingcord when the carriages come close together. Fig. 5 is adiagrammatic-a1 View illustrating the application of electric bells tothe carriages.

It will be seen on reference to Fig. 1 that the end of the cord A or itsequivalent is wound around the drum B in the guards van or otherconvenient position, whence it passes over pulleys C C along the roof ofthe first carriage, thence down under a pulley D at the junction of thetwo pairs of links E E, which constitute the governor hereinbeforereferred to. This governor connects the carriages one to the other, andserves to take up the slack cord which would otherwise be formed betweenthe said carriages whenever their buffers were compressed-that is,whenever the carriages draw nearer to each otheras, for instance, whenthe brakes are applied. A pair of nuts F F on the ends of the bolt whichconnects the lower extremities of the links of the governor, and whichalso serves as the spindle of the pulley D, maybe removed whenever it isnecessary to uncouple said governor-as, for instance, when adding morecarriages to the train.

The cord A may readily be disconnected at G G when desired, it beingsimply coupled together at these points by a hook and eye. At the otherend of the train the operatingcord A is secured to either acounterbalanceweight or to a spring-whose tendency is to always draw thesaid cord into such a position that the connecting-cords a a will allowthe doors to be opened.

The recesses or chambers a in the upper portion of the car-doors abovereferred to are preferably made narrow to accommodate a flat weight, apassage in which is pivoted a cordpulley a being formed in said upperportion of the door, said passage leading to the chamber or recess a thebranch cord a, to which the weight H is attached, passing through saidpassage over pulley a thence over the pulley a to the main operatingcord or chain A. It is obvious that whenever the cord A is drawn in oneor the other direction to pull the weight H up against the roof of thechamber the door cannot be opened; but

when the said cord A is slackened sufficiently to allow the weight II todrop to the bottom of the recess or chamber then the door can be opened,as shownin Fig.3 in dotted lines, the depth of the chamber determiningthe length of the branch cords and the extent to which the car-door canbe'opened.

The drum B, around which the end of the operating-cord A is wound, isillustrated in Figs. 1 and 2, arranged to be rotated by gearing I from ahand-wheel J. The electric bells in the different compartments of thetrain may be operated by causing a pin K, projecting from the drum B, tocontact with a spring contact-piece L whenever the said drum is moved tooperate the cord A; or, if preferred,

thesaid bells might be connected with an ordinary push piece orcontact-maker, whereby the guard could operate them whenever he wishedto do so.

The cords or rods A are preferably pro-- tected from the action of theweather by passor unlocking the car-doors of a train from a given point,an operating cord or chain running along the length of the train andhaving one end thereof connected to a windingdrum and the other to acounterbalancing- 3 5 adapted to limit the movement thereof with- 40 inthe recesses of the doors when the main cord or chain is wound on orunwound from the winding-drum, substantially as and for the purposesspecified.

2. As a means for simultaneously locking 5 or unlocking the car-doors ofa train and giving an alarm, a main cord or chain A, running along thecars of the train, a windingdrum to which one end ofthe cord or chain isconnected, branch cords or chains extend- 5o ing from the main cord orchain into recesses in the car-doors and adapted to hold the same closedwhen themain cord is drawn taut, an electric alarm in each ofthe cars,an

electric circuit including said alarms, and a 5 5 circuit-closercontrolled by the winding-drumto close the electric circuit when saiddrum is revolved,substantially as and for the purposes specified.

v RODERICK NICHOLSON MONTGOMERY. A WVitnesses:

WALTER SMYTHE BAvsToN, WILLIAM GUEST HOLDEN.

